Delivery vehicle, an automated storage and retrieval system and a method of transporting storage containers between an automated storage and retrieval grid and a second location

ABSTRACT

A remotely operated delivery vehicle transports a storage container between a location directly below an automated storage and retrieval grid configured to store a plurality of stacks of storage containers, and a second location for handling of the storage container by at least one of a robotic operator and a human operator. The remotely operated delivery vehicle may include a rolling devices configured to move the remotely operated delivery vehicle in a horizontal plane along tracks of a delivery rail system. Additionally, rolling device motors are provided for driving the rolling devices. A power source provides propulsion power to the rolling device motors. A container carrier receives the storage container from above and onto or at least partly into the container carrier so that contents of the storage container are accessible by the at least one of the robotic operator and the human operator.

The present invention relates a remotely operated delivery vehicle fortransport of a storage container between an automated storage andretrieval grid and a second location for handling of the storagecontainer by at least one of a robotic operator and human operator. Theinvention is also directed to an automated storage and retrieval systemcomprising an automated storage and retrieval grid and a deliverysystem, as well as a method of transporting a storage container betweenan automated storage and retrieval grid and a second location.

BACKGROUND AND PRIOR ART

FIGS. 1A and 1C disclose a typical prior art automated storage andretrieval system 1 with a framework structure 100. FIGS. 1B and 1Ddisclose a prior art container handling vehicle 101 operating the system1 disclosed in FIGS. 1A and 1C, respectively.

The framework structure 100 comprises a plurality of upright members 102and optionally a plurality of horizontal members 103 supporting theupright members 102. The members 102, 103 may typically be made ofmetal, e.g. extruded aluminum profiles.

The framework structure 100 defines a storage grid 104 comprisingstorage columns 105 arranged in rows, in which storage columns 105storage containers 106, also known as bins, are stacked one on top ofanother to form stacks 107.

Each storage container 106 may typically hold a plurality of productitems (not shown), and the product items within a storage container 106may be identical or may be of different product types depending on theapplication.

The storage grid 104 guards against horizontal movement of the storagecontainers 106 in the stacks 107, and guides vertical movement of thestorage containers 106, but does normally not otherwise support thestorage containers 106 when stacked.

The automated storage and retrieval system 1 comprises a containerhandling vehicle rail system 108 arranged in a grid pattern across thetop of the storage 104, on which rail system 108 a plurality ofcontainer handling vehicles 200,300 (as exemplified in FIGS. 1B and 1D)are operated to raise storage containers 106 from, and lower storagecontainers 106 into, the storage columns 105, and also to transport thestorage containers 106 above the storage columns 105. The horizontalextent of one of the grid cells 122 constituting the grid pattern is inFIGS. 1A and 1C marked by thick lines.

Each grid cell 122 has a width which is typically within the interval of30 to 150 cm, and a length which is typically within the interval of 50to 200 cm. Each grid opening 115 has a width and a length which istypically 2 to 10 cm less than the width and the length of the grid cell122 due to the horizontal extent of the rails 110,111.

The rail system 108 comprises a first set of parallel rails 110 arrangedto guide movement of the container handling vehicles 200,300 in a firstdirection X across the top of the frame structure 100, and a second setof parallel rails 111 arranged perpendicular to the first set of rails110 to guide movement of the container handling vehicles 200,300 in asecond direction Y which is perpendicular to the first direction X. Inthis way, the rail system 108 defines grid columns above which thecontainer handling vehicles 200,300 can move laterally above the storagecolumns 105, i.e. in a plane which is parallel to the horizontal X-Yplane.

Each prior art container handling vehicle 200,300 comprises a vehiclebody and a wheel arrangement of eight wheels 201,301 where a first setof four wheels enable the lateral movement of the container handlingvehicles 200,300 in the X direction and a second set of the remainingfour wheels enable the lateral movement in the Y direction. One or bothsets of wheels in the wheel arrangement can be lifted and lowered, sothat the first set of wheels and/or the second set of wheels can beengaged with the respective set of rails 110, 111 at any one time.

Each prior art container handling vehicle 200,300 also comprises alifting device (not shown) for vertical transportation of storagecontainers 106, e.g. raising a storage container 106 from, and loweringa storage container 106 into, a storage column 105. The lifting devicecomprises one or more gripping/engaging devices (not shown) which areadapted to engage a storage container 106, and which gripping/engagingdevices can be lowered from the vehicle 201,301 so that the position ofthe gripping/engaging devices with respect to the vehicle 201,301 can beadjusted in a third direction Z which is orthogonal the first directionX and the second direction Y.

Conventionally, and also for the purpose of this application, Z=1identifies the uppermost layer of the grid 104, i.e. the layerimmediately below the rail system 108, Z=2 the second layer below therail system 108, Z=3 the third layer etc. In the exemplary prior artgrid 104 disclosed in FIGS. 1A and 1C, Z=8 identifies the lowermost,bottom layer of the grid 104. Consequently, as an example, and using theCartesian coordinate system X, Y, Z indicated in FIGS. 1A and 1D, thestorage container identified as 106′ in FIG. 1A can be said to occupygrid location or cell X=10, Y=2, Z=3. The container handling vehicles101 can be said to travel in layer Z=0 and each grid column can beidentified by its X and Y coordinates.

Each container handling vehicle 200 comprises a storage compartment orspace (not shown) for receiving and stowing a storage container 106 whentransporting the storage container 106 across the rail system 108. Thestorage space may comprise a cavity arranged centrally within thevehicle body, e.g. as is described in WO2014/090684A1, the contents ofwhich are incorporated herein by reference.

Alternatively, the container handling vehicles 300 may have a cantileverconstruction, as is described in NO317366, the contents of which arealso incorporated herein by reference.

The container handling vehicles 200 may have a footprint, i.e. an extentin the X and Y directions, which is generally equal to the lateralextent of a grid cell 122, i.e. the extent of a grid cell 122 in the Xand Y directions, e.g. as is described in WO2015/193278A1, the contentsof which are incorporated herein by reference. The term “lateral” usedherein may mean “horizontal”.

Alternatively, the container handling vehicles 200 may have a footprintwhich is larger than the lateral extent of (lateral area defined by) agrid column 105, e.g. as is disclosed in WO2014/090684A1.

The rail system 108 may be a single track system, as is shown in FIG.2A. Alternatively, the rail system 108 may be a double track system, asis shown in FIG. 2B, thus allowing a container handling vehicle 201having a footprint 202,202′ generally corresponding to the lateral areadefined by a grid column 112 to travel along a row of grid columns evenif another container handling vehicle 200 is positioned above a gridcolumn neighboring that row. Both the single and double track system, ora combination comprising a single and double track arrangement in asingle rail system 108, forms a grid pattern in the horizontal plane Pcomprising a plurality of rectangular and uniform grid locations or gridcells 122, where each grid cell 122 comprises a grid opening 115 beingdelimited by a pair of rails 110 a,110 b of the first rails 110 and apair of rails 111 a,111 b of the second set of rails 111. In FIG. 2B thegrid cell 122 is indicated by a dashed box.

Consequently, rails 110 a and 110 b form pairs of neighboring railsdefining parallel rows of grid cells running in the X direction, andrails 111 a and 111 b form pairs of neighboring rails defining parallelrows of grid cells running in the Y direction.

As shown in FIG. 2C, each grid cell 122 has a width W_(c) which istypically within the interval of 30 to 150 cm, and a length L_(c) whichis typically within the interval of 50 to 200 cm. Each grid opening 115has a width W_(o) and a length L_(o) which is typically 2 to 10 cm lessthan the width W_(c) and the length L_(c) of the grid cell 122.

In the X and Y directions, neighboring grid cells 122 are arranged incontact with each other such that there is no space there-between.

In a storage grid 104, a majority of the grid columns are storagecolumns 105, i.e. grid columns 105 where storage containers 106 arestored in stacks 107. However, a grid 104 normally has at least one gridcolumn which is used not for storing storage containers 106, but whichcomprises a location where the container handling vehicles 200,300 candrop off and/or pick up storage containers 106 so that they can betransported to a second location (not shown) where the storagecontainers 106 can be accessed from outside of the grid 104 ortransferred out of or into the grid 104. Within the art, such a locationis normally referred to as a “port” and the grid column in which theport is located may be referred to as a “delivery column” 119,120. Thedrop-off and pick-up ports of the container handling vehicles arereferred to as the “upper ports of a delivery column” 119,120. While theopposite end of the delivery column is referred to as the “lower portsof a delivery column”.

The storage grids 104 in FIGS. 1A and 1C comprise two delivery columns119 and 120. The first delivery column 119 may for example comprise adedicated drop-off port where the container handling vehicles 200,300can drop off storage containers 106 to be transported through thedelivery column 119 and further to an access or a transfer station (notshown), and the second delivery column 120 may comprise a dedicatedpick-up port where the container handling vehicles 200,300 can pick upstorage containers 106 that have been transported through the deliverycolumn 120 from an access or a transfer station (not shown). Each of theports of the first and second delivery column 119,120 may comprise aport suitable for both pick up and drop of storage containers 106.

The second location may typically be a picking or a stocking stationwhere product items are removed from or positioned into the storagecontainers 106. In a picking or a stocking station, the storagecontainers 106 are normally never removed from the automated storage andretrieval system 1 but are returned into the storage grid 104 onceaccessed. For transfer of storage containers out or into the storagegrid 104, there are also lower ports provided in a delivery column, suchlower ports are e.g. for transferring storage containers 106 to anotherstorage facility (e.g. to another storage grid), directly to a transportvehicle (e.g. a train or a lorry), or to a production facility.

For monitoring and controlling the automated storage and retrievalsystem 1 (e.g. monitoring and controlling the location of respectivestorage containers 106 within the storage grid 104; the content of eachstorage container 106; and the movement of the container handlingvehicles 200,300 so that a desired storage container 106 can bedelivered to the desired location at the desired time without thecontainer handling vehicles 200,300 colliding with each other), theautomated storage and retrieval system 1 comprises a control system (notshown) which typically is computerized and which typically comprises adatabase for keeping track of the storage containers 106.

A conveyor system comprising conveyors may be employed to transport thestorage containers between the lower port of the delivery column 119,120and the access station.

If the lower port of the delivery column 119,120 and the access stationare located at different levels, the conveyor system may comprise a liftdevice for transporting the storage containers 106 vertically betweenthe port and the access station.

The conveyor system may be arranged to transfer storage containersbetween different grids, e.g. as is described in WO2014/075937A1, thecontents of which are incorporated herein by reference.

Further, WO2016/198467A1, the contents of which are incorporated hereinby reference, disclose an example of a prior art access system havingconveyor belts (FIGS. 5a and 5b in WO2016/198467A1) and a frame mountedrail (FIGS. 6a and 6b in WO2016/198467A1) for transporting storagecontainers between delivery columns and work stations where operatorscan access the storage containers.

When a storage container 106 stored in the grid 104 disclosed in FIG. 1Ais to be accessed, one of the container handling vehicles 200,300 isinstructed to retrieve the target storage container 106 from itsposition in the grid 104 and to transport it to or through the deliverycolumn 119. This operation involves moving the container handlingvehicle 200,300 to a grid location above the storage column 105 in whichthe target storage container 106 is positioned, retrieving the storagecontainer 106 from the storage column 105 using the container handlingvehicle's lifting device (not shown), and transporting the storagecontainer 106 to the delivery column 119. If the target storagecontainer 106 is located deep within a stack 107, i.e. with one or aplurality of other storage containers positioned above the targetstorage container 106, the operation also involves temporarily movingthe above-positioned storage containers prior to lifting the targetstorage container 106 from the storage column 105. This step, which issometimes referred to as “digging” within the art, may be performed withthe same container handling vehicle 200,300 that is subsequently usedfor transporting the target storage container 106 to the deliverycolumn, or with one or a plurality of other cooperating containerhandling vehicles 200,300. Alternatively, or in addition, the automatedstorage and retrieval system 1 may have container handling vehicles200,300 specifically dedicated to the task of temporarily removingstorage containers 106 from a storage column 105. Once the targetstorage container 106 has been removed from the storage column 105, thetemporarily removed storage containers can be repositioned into theoriginal storage column 105. However, the removed storage containers mayalternatively be relocated to other storage columns 105.

When a storage container 106 is to be stored in the grid 104, one of thecontainer handling vehicles 200,300 is instructed to pick up the storagecontainer 106 from the delivery column 120 and to transport it to a gridlocation above the storage column 105 where it is to be stored. Afterany storage containers positioned at or above the target position withinthe storage column stack 107 have been removed, the container handlingvehicle 200,300 positions the storage container 106 at the desiredposition. The removed storage containers may then be lowered back intothe storage column 105 or relocated to other storage columns 105.

A problem associated with known automated storage and retrieval systems1 is that the area surrounding the pick-up and drop-off ports may becomecongested with container handling vehicles 200,300 instructed to dropoff or pick up storage containers 106. This may seriously impede theoperation of the automated storage and retrieval system 1. In smallsystems this situation may possibly be alleviated by adding deliverycolumns to the grid, as this will allow the container handling vehicles200,300 to be distributed among a larger number of ports of deliverycolumns in order to avoid congestion. However, if ports and columns areadded, the conveyor system infrastructure must normally be increased.This requires space, which may not necessarily be available. Also,adding conveyor system infrastructure is costly.

Another problem with prior art automated storage and retrieval systems 1is that the separate drop-off ports and pick-up ports of the deliverycolumns 119,120 require the container handling vehicles 200,300 to moveto a storage column 105 after drop-off to retrieve a new storagecontainer 106. Likewise, the container handling vehicles 200,300 have tobe empty of a storage container 106 when they are sent to a pick-up port120 to pick up a storage container. This results in an inefficiency andcauses increased congestion around the ports, as container handlingvehicles 200,300 are moving around on the grid without a storagecontainer 106 as payload. In addition, the delivery columns 119,120 maytake up space on the grid 104 which could be used for other purposessuch as the movement of container handling vehicles 200,300.

In view of the above, it is desirable to provide an automated storageand retrieval system, and a method for operating such a system, thatsolve or at least mitigate one or more of the aforementioned problemrelated to use of prior art storage and retrieval systems.

An objective of the invention is to provide an automated storage andretrieval system which is more effective than prior art systems byavoiding or at least reducing congestion of storage containers aroundthe delivery column.

Another objective is to provide an automated storage and retrievalsystem that increases the availability of a delivery column forcontainer handling vehicles operating on a rail system.

Yet another objective is to provide a high efficiency automated storageand retrieval system which are easy to install, and which deliverycapacity can easily be increased after completed installation.

Yet another objective is to provide an automated storage and retrievalsystem which increases the efficiency and facilitates the operation ofstoring and retrieving items within storage containers.

SUMMARY OF THE INVENTION

The invention is set forth in the independent claims and the dependentclaims describe alternatives of the invention.

In one aspect, the invention is related to a remotely operated deliveryvehicle for transport of a storage container between an automatedstorage and retrieval grid, configured to store a plurality of stacks ofstorage containers, and a second location for handling of the storagecontainer by at least one of a robotic operator and a human operator,for example handling of items within the storage container.

The remotely operated delivery vehicle comprising;

-   -   rolling devices being configured to move the remotely operated        vehicle in a horizontal plane,    -   rolling device motors for driving the rolling devices, and    -   a power source configured to provide propulsion power to the        rolling device motors.

The remotely operated delivery vehicle may further comprise a containercarrier configured to receive the storage container from above and ontoor at least partly into the container carrier, so that contents of thestorage container are accessible by the at least one of the roboticoperator and the human operator.

The rolling devices may be configured to move the remotely operateddelivery vehicle along tracks of a delivery rail system comprising a setof parallel rails arranged in a horizontal plane (P1) and extending in afirst direction (X), and a second set of parallel rails arranged in thehorizontal plane (P1) and extending in a second direction (Y) which isorthogonal to the first direction (X).

The rolling devices may be connected to a vehicle body or vehicle basearranged below the container carrier. The container carrier may beconnected directly to the vehicle body and/or connected to said body viaa structure. In all cases, the container carrier would be situated abovethe vehicle body of the delivery vehicle.

In yet another exemplary configuration, the container carrier and thevehicle body may be provided in one unit.

In the following the term “remotely operated delivery vehicle” isreferred to as the “delivery vehicle” and the term “automated storageand retrieval grid” is referred to as the “storage grid”. The term “astorage container” is also known in prior art as “a bin”.

The container carrier may be advantageously adapted such that it canreceive a storage container from directly above the delivery vehicle,from a side of the delivery vehicle or a combination thereof.

In a preferable embodiment the container carrier is adapted receive astorage container from a delivery column of a storage and retrievalgrid, when the delivery vehicle is located directly below the deliverycolumn.

The delivery vehicle may comprise a vehicle body comprising one or morecompartments for storing a power storage source such as a battery. Thecompartment(s) may also be adapted to store components such as railshift motor, tilt motor, actuators, controllers, etc. The rollingdevice, such as wheels or driving belts, may be connected to the vehiclebody and may be operated by an electric motor. The electric motor mayfor example be arranged at least partly within the rolling device suchas a hub motor. Further, the electric motor may comprise permanentmagnets such as a brushless electric DC (direct current) motor. Forexample, the electric motor may comprise a rotor comprising one or morepermanent magnets and a stator in the form of electrical windingswrapped around yokes. An electric motor comprising stator magnets androtor yokes/windings may also be envisaged. AC motors would also be apossibility.

The vehicle body may be a framework being similar to the frameworkdisclosed in WO 2016/120075 A1, hereby incorporated by reference, thoughwithout a cavity configured to store a storage container there within.The vehicle body may be a height corresponding substantially to adiameter of the rolling devices.

In operation, the delivery vehicle may be operated such that it ispositioned directly below, or substantially directly below, a deliveryport of a delivery column of an automated storage and retrieval grid,such that it can receive a storage container from above and into itscontainer carrier.

Due to the above-mentioned rolling devices and the associated rollingdevice motors and power source, the delivery vehicle may be adapted forself-propelled movement to a second location. It may comprise a roboticvehicle.

The delivery vehicle may receive a storage container onto or into thecontainer carrier from a conveyor belt or other delivery systems capableof transporting storage containers. In this particular embodiment, thestorage container may be slid or lifted onto the container carrier fromat least one side of the delivery vehicle.

The delivery column may be referred to as a grid column which is usedfor transport of storage containers there through, hence being void ofstorage containers. The storage grid may thus comprise a location of thestorage grid where the container handling vehicle can drop off and/orpick up storage containers for further transport to/from a desiredstorage column. The delivery column may be situated at any desiredlocation within the storage grid, but preferably at or near the storagegrid's perimeter.

The delivery column may comprise a pick-up or drop-off port situated atthe upper level of the storage grid, i.e. the level where the containerhandling vehicle are operating, and a delivery port situated at a lowerlevel/end of the storage grid. At the lower level/delivery port, thestorage container can be inserted or removed from the delivery column,for example by aid of the delivery vehicle.

The delivery port may be an opening situated at the lowermost positionof the delivery column allowing pick-up and/or drop-off of storagecontainers.

The storage containers may be transported through the delivery column bylifting means, for example in the form of a lifting device of the abovementioned prior art container handling vehicle.

Alternatively, the lifting means may be a dedicated lift configured totransport storage containers through the delivery column, for example alift as disclosed in patent publication WO 2017/121515 A1, herebyincorporated by reference.

In one exemplary configuration, the storage containers may betransported in a loop between the delivery port and a predeterminedsecond location. In this way, any storage container may be retrievedthrough the same delivery column as which it is deposited, or any otherdelivery column arranged for the same purpose.

Said loop may contain a plurality of circulating storage containers,thereby reducing or avoiding congestion on the rail system on one ormore lateral sides of a delivery column.

A container handling vehicle may, after having deposited a storagecontainer in the delivery column, pick up a new storage container fordelivery to, or retrieval from, the same delivery column.

The remotely operated delivery vehicle may be configured to receive thestorage container from a delivery port of the storage grid for transportto a second location in which the storage containers and/or productitems within each storage container can be handled. Furthermore, thedelivery vehicle may be configured to transport the storage containerfrom the second location for delivery to the delivery port. In bothcases, the storage container may be transported through the storage gridvia the delivery column by lifting means/lifting device.

The second location may be any predetermined location appropriate forhandling of the storage container by at least one of a robotic operatorand human operator, for example acting as a picking or stocking stationwhere product items are removed from, or placed into, the storagecontainers. The second location may be distant from the storage system.

The robotic or human operator may be for example a picker provided forhandling the goods/items within the container. The pickers will bepicking items from, or re-stocking items within, the container, or theywill be handling the entire storage container by replacing, removingand/or inserting containers into the storage grid.

Further, the second location may be any predetermined location whichallows storage containers to be accessed from a location outside and/orin connection with the storage grid.

The second location may be physically connected and/or in connectionwith the storage grid. The delivery vehicle operates independentlybetween the delivery port and the second location.

In general, the second location may be any predetermined locationreachable by the delivery vehicle when operating on a delivery railsystem. The delivery rail system may be arranged between the secondlocation and the one or more delivery ports of the storage grid. In thisway the storage containers may be transported on the delivery vehiclesbetween the delivery port and the second location without necessitatingcostly and/or ineffective infrastructure such as conveyer belts and/orhuman/robotic intervention. As explained above, the transport may be ontop of the container carrier of the delivery vehicle. Further, eachdelivery vehicle may move independently in the X and Y directions alongthe delivery rail system.

The delivery rail system may be arranged on a level below a containerhandling vehicle rail system on which a plurality of container handlingvehicles are operating. The delivery rail system, on which the deliveryvehicles may operate, can be arranged in a grid pattern in the same wayas, or similar to, the rail system of the container handling vehicles.The delivery rail system may extend across and below the lower level ofthe storage grid (below the delivery port(s)), covering at least one,preferably all, of the at least one delivery ports, as well as thedistance from the storage grid to the second location.

Hence, the second location may be located at any predetermined locationalong the delivery rail system.

To get the most storage space for storage containers in the storage andretrieval grid, it may be advantageous to arrange the delivery railssystem such that it extends as little as possible into the storage grid.That means that the storage and retrieval grid may comprise a pluralityof storage columns extending from the upper level to the base of thestorage grid, thus allowing the greatest possible storage capacity sincethe entire storage column may be used for storage.

In order to maintain greatest possible storage capacity, the part of thedelivery rail system extending into the storage grid may be kept assmall (little extent) as possible. Thus, the delivery rail system andthe delivery vehicle may occupy as little space as possible of thestorage and retrieval grid, the space which may be used for storage ofstorage containers.

Each grid cell of the delivery rail system may have a size which isequal or similar to the size of the grid cells of the rail system forthe container handling vehicles. In addition to facilitate productionand ensure costs by allowing use of already designed and testedcomponents, the required alignment of the delivery vehicle below theupper rail system for the container handling vehicle becomes easier toachieve.

A typical width of each grid cell of the delivery rail system is withinthe interval of to 150 cm, and a typical length is within the intervalof 50 to 200 cm.

The widths and the lengths of each grid opening are typically 2 to 10 cmless than the widths and the lengths of the corresponding grid cell(FIG. 2C).

Since the delivery vehicle may be operating directly under the containerhandling vehicles on top of the storage grid, its dimensions maynaturally correspond to the grid cell size of the storage grid above.Many of the same considerations as for the container handling vehiclesapply, for example the ability for the vehicles to pass each other onadjacent grid cells. But for the delivery vehicle the single grid spaceconfiguration also has other advantages such as to avoid interferencewith upright members of the storage grid.

The inventive automatic storage and retrieval system is more effectivethan prior art systems by avoiding, or at least reducing, congestion ofstorage containers around the delivery columns of the storage grid.Thus, the capacity of the entire storage system is increased by theaddition of a dedicated delivery rail system since the storagecontainers may be immediately and continuously moved away from the areaof the delivery columns. This means that container handling vehicles donot need to wait for available delivery columns to drop off storagecontainers. In the same way, the container handling vehicles willcontinuously receive (pick up) storage containers from the delivery portfor storage of the storage containers in the storage grid.

The delivery rail system may comprise a first set of parallel railsarranged in a horizontal plane to guide movement of the delivery vehiclein a first direction X across the level of the delivery rail system, anda second set of parallel rails arranged in the horizontal planeperpendicular to the first set of rails to guide movement of thedelivery vehicle in a second direction Y which is perpendicular to thefirst direction X. In this way, the delivery rail system defines a gridpattern on which the delivery vehicle can move laterally. The gridpattern thus comprises a plurality of adjacent delivery vehicle gridcells, where each grid cell comprises a grid opening defined by a pairof neighboring rails of the first set or rails and a pair of neighboringrails of the second set of rails.

The delivery rail system may be a single track system. Alternatively,the rail system may be a double track system, for example where the twotracks in each rail are separated by a protrusion running midway. Thisdouble track system allows the delivery vehicle to have a footprint tobe equal or less than the lateral extension of the grid cell, therebyallowing the delivery vehicle to travel along a row of grid cells evenif another delivery vehicle is positioned at a grid cell neighboringthat row. In the double track system, each delivery vehicle isconfigured to run on an inner rail of each double tracked rail. Thevehicle body does therefore not extend beyond the halfway point of theparallel rail.

The delivery rail system may typically be located on a ground floorlevel, thereby allowing easy access to the storage containers for humanand/or robotic operators. However, the delivery rail system may belocated at any level below the top level of the storage grid. In apreferable configuration, the entire delivery rail system is located ata level below the pick-up and/or drop-off port of the storage grid.

The delivery system may comprise an interface connectable to athird-party storage, production and distribution system.

The delivery system may be integrable with a third-party storage,production and distribution system such that storage containers can betransported between the delivery system and the third-party storage,production and distribution system.

The delivery system of the present invention may be connected to athird-party storage, production and distribution system such asproduction facility, a storage grid, assembling facility, reception orshipping location, etc. The connection may be by means of a connectablerail system or a conveyor system comprising conveyors employed totransport the storage containers between the delivery system and thethird-party storage, production and distribution system. The deliveryvehicle may comprise a weighing mechanism in order to measure the weightof the storage container, for example a commercially availableelectronic weighing scale. Such a weighing mechanism may provideinformation concerning the content inside each storage container such asthe total weight, the number of units, the internal weight distributionand/or the location within the storage grid the storage container shouldbe placed.

For example, if a storage container is particularly heavy, it may beadvisable to place this storage container deep within the storage grid.It may alternatively, or in addition, be advisable to transmit an alertsignal to the human and/or robotic operator which should be handling theparticular storage container.

The container carrier of the delivery vehicle may be a containersupporting device for supporting the storage container from below.

The supporting device may be (or may comprise) a base plate, a conveyor,and/or any other structure that is able to carry a storage containerfrom below.

In order to stabilize the storage container in the horizontal plane (P)the supporting device may comprise at least one elevated edge arrangedat or near the periphery of the base plate, conveyor and/or the like.

The container supporting device may be arranged either for supportingthe storage container from below or holding/suspending the storagecontainer from the at least one elevated edge or a combination thereof.

The container supporting device may be at least any one of a lid, atray, a box or a crate.

The supporting device may comprise a base plate with elevated edges suchthat it forms a compartment with a compartment size adapted to receive astorage container. The compartment may be adapted to receive at least alower section of the storage container, for example at least the base ofthe storage container. Further, the compartment may be arranged forfully containing the storage container.

In a mixed storage container system, the size of the compartment of thesupporting device may be adapted to correspond to the size of thelargest storage containers of the storage grid, such that thecompartment can receive both small and large size storage containers.

The large size containers can be supported by a platform or a structurefrom below, while the small size containers can be supported by theelevated edges of the compartment. Further, the container carrier maycomprise a conveyor.

The conveyor may comprise rolls with or without integrated motor(s)mounted between supports for respective ends of the rolls (such asparallel railings). The rolls allow the storage container to be shiftedinto or out of the container carrier. In addition, the rolls providesupport from below for the storage container while situated on thedelivery vehicle.

Different kinds of conveyors may be used such as conveyor belts, wheels,balls, rods or any similar means adapted for the easy moving of storagecontainer into or out of the container carrier.

The container carrier of the delivery vehicle may comprise adisplacement device arranged for moving the container carrier relativeto the rolling devices of the delivery vehicle. The displacement devicemay in general move the container carrier in any direction, for examplevertically, thereby acting as a lift device, and/or to any side byhorizontal displacements and/or by tilting the container carrier arounda pivot axis using a tilt device. The latter facilitates the handling orthe picking operation, in particular during handling of a humanoperator. The tilting movement is preferably around one of the principalmoving directions of the delivery vehicle, for example around the Xand/or the Y direction.

The pivot axis may hence be parallel to a first set of rolling devicesor parallel to a second set of rolling devices, or both.

The above embodiments allow the storage container situated on top of thecontainer carrier to be tilted towards the user at the second locationor at any preferred location. The tilted position of the storagecontainer thereby allows a human operator to easily view the contentsstored in the storage container, in addition to improving the workingposition of said operator while retrieving items and/or inserting itemsfrom/to the storage container. The tilting angle range may be from 2° to60° relative to one or both sides of the pivot axis relative to thehorizontal plane, more preferably from 3° to 50°, even more preferablyfrom 4° to 45°, even more preferably from 5° to 40°, even morepreferably from 6° to 35°, even more preferably from 7° to 30°, evenmore preferably from 8° to 25°, even more preferably from 9° to 20°, forexample 15°. The ability to tilt the storage container allows inter aliaa human operator to view and/or access the times within the storagecontainer more easily.

In general, the tilting angle should not exceed a maximum tilting anglethat would represent a significant risk of stored items/articles tippingout of the storage container in question. This maximum allowed tiltingangle depends on the amount and size of items/articles within thestorage container. A storage container being filled with items up to itsupper rim will have a lower maximum tilting range that a storagecontainer having items filling the containers' vertical height onlypartly.

The displacement device may comprise a lifting arm connected to thecontainer carrier, which lifting arm is operated by a tilt motorsituated in the vehicle body. The tilting arm may also be operated by alinear actuator. The operational range of the displacement device may begoverned by a set maximum tilting range. For example, a tilting armconnected linear actuator may be configured to allow tilting up to 30°,up to 25°, up to 20° or up to 15°. The tilting angle may be fixed oradjustable. In the latter case, any adjustment may be achieved by remotecontrol and/or by manual interaction by a human operator.

A motor providing the necessary power to drive the delivery vehicle inthe X or Y direction may be one or more dedicated electric, for examplearranged at least partly, preferably fully, within the rolling device.

The rolling devices may be any device ensuring horizontal propulsion ofthe delivery vehicle, for example wheels and/or belts

In a preferred embodiment, the delivery vehicle comprises a wheelarrangement. The wheel arrangement may further comprise a first set ofwheels, arranged at opposite portions of the vehicle body or vehiclebase, for moving the delivery vehicle along a first direction (X) on adelivery rail system; and a second set of wheels, arranged at oppositeportions of the vehicle body or vehicle base, for moving the deliveryvehicle along a second direction (Y) on the delivery rail system, thesecond direction (Y) being perpendicular to the first direction (X).

The delivery vehicle may comprise a vehicle body and a wheel arrangementof eight wheels, where a first set of four wheels enable the lateralmovement of the delivery vehicle in the first direction (X) and a secondset of the remaining four wheels enable the lateral movement in thesecond direction (Y). One or both sets of wheels in the wheelarrangement may be lifted and lowered, so that the first set of wheelsand/or the second set of wheels can be engaged with the respective setof rails provided on the delivery rail system, at any one time.

As mentioned above, the delivery vehicle may have a footprint, i.e. anextent in the X and Y directions, which is generally equal to thehorizontal extent of a grid cell of the delivery rail system i.e. theextent of a grid cell in the X and Y directions.

Alternatively, the delivery vehicle may have a footprint which is largerthan the lateral extent of a grid cell of the delivery rail system.

In a second aspect, the invention concerns an automated storage andretrieval system.

The automated storage and retrieval system may comprise an automatedstorage and retrieval grid and a delivery system that may be arrangedfor transport of a storage container between the storage grid and asecond location. The second location may be a location where a robotoperator and/or a human operator handles the storage container, forexample by storing and/or retrieving items there within.

The grid may comprise a container handling vehicle rail system forguiding a plurality of container handling vehicles, the rail systemcomprising a first set of parallel rails arranged in a horizontal planeand extending in a first direction, and a second set of parallel railsarranged in the horizontal plane and extending in a second directionwhich is orthogonal to the first direction, which first and second setsof rails form a grid pattern in the horizontal plane. The sets of railsdefine a grid comprising a plurality of adjacent container handlingvehicle grid cells, where each container handling vehicle grid cellcomprises a container handling vehicle grid opening defined by a pair ofneighboring rails of the first set of rails and a pair of neighboringrails of the second set of rails; and a delivery column adapted fortransport of a storage container arranged in a stack of storagecontainers beneath the container handling vehicle rail system between acontainer handling vehicle and a delivery port situated at a lower endof the delivery column.

The delivery system may comprise a remotely operated delivery vehiclecomprising a container carrier configured to support the storagecontainer. The delivery vehicle may be adapted to transport thecontainer carrier between a delivery port and a second location forhandling of the storage container by at least one of a robotic operatorand a human operator.

The delivery vehicle may comprise rolling devices connected to a vehiclebody or a vehicle base arranged below the container carrier.

As described earlier, the delivery column may comprise a delivery portsituated at the lowermost end of the delivery column. In operation, thestorage container may be transported through the storage column and tothe delivery port where it is placed onto or into a delivery vehicle.Accordingly, the delivery vehicle may deliver a storage container to thedelivery port for transport through the delivery column and to bereceived by a container handling vehicle.

The delivery system of the automated storage and retrieval system mayfurther comprise a delivery rail system below the delivery port. Thedelivery rail system may further be arranged such that the deliveryvehicle can operate on said rail system when moving between the deliveryport and a predetermined second location.

Each of the at least one delivery rail system may comprise a first setof parallel rails arranged in a horizontal plane (P1) and extending in afirst direction (X), and a second set of parallel rails arranged in thehorizontal plane (P1) and extending in a second direction (Y) which isorthogonal to the first direction (X). The first and second sets ofrails define a grid in the horizontal plane (P1) comprising a pluralityof adjacent delivery vehicle grid cells, each delivery vehicle grid cellcomprising a delivery vehicle grid opening defined by a pair ofneighboring rails of the first set of rails and a pair of neighboringrails of the second set of rails.

Each of the first and second set of rails of the delivery rail systemmay be a double track rail comprising two parallel tracks separated by aprotrusion running midway.

Furthermore, each of the first and second set of rails of the containerhandling vehicle rail system may be a double track rail comprising twoparallel tracks separated by a protrusion running midway.

The remotely operated delivery vehicle may have a delivery vehiclefootprint with a horizontal extent which is equal to or less than thehorizontal extent of the delivery vehicle grid cell.

Moreover, at least one, preferably each, of the plurality of deliveryvehicle grid cells of the delivery rail system may be arranged directlybelow a container handling vehicle grid cell of the container handlingvehicle rail system. The delivery rail system may extend within theframework structure of the storage grid. The second location would thusbe located inside the framework structure of the storage grid.

The delivery rail system may extend to the outside the frameworkstructure of the storage grid, preferably to the second location. Whenthe second location is located outside the storage grid, they do nottake up storage capacity of the grid.

The delivery rail system may comprise a first rail system located withinthe framework structure of the storage grid, and a second rail systemlocated outside the framework structure of the storage grid, and whereinthe first and second rail system are connected such that the deliveryvehicle may operate between said rail systems.

The second location may be connected to the second rail system.

The second location may be situated at any location on the delivery railsystem at which, or through which, storage containers can be depositedand/or retrieved. Since the second location can be any predeterminedlocation on the delivery rail system, said second location can be moved,a new second location can be established/opened, or an existing secondlocation can be removed/closed.

In a third aspect the present invention is directed to a method oftransporting a storage container between an automated storage andretrieval grid and a second location for handling of the storagecontainer by at least one of a robotic operator and human operator.

The automated storage and retrieval grid may comprise a containerhandling vehicle rail system comprising a first set of parallel railsarranged in a horizontal plane and extending in a first direction, and asecond set of parallel rails arranged in the horizontal plane andextending in a second direction which is orthogonal to the firstdirection, which first and second sets of rails define a grid in thehorizontal plane comprising a plurality of adjacent container handlingvehicle grid cells, where each grid cell comprises a container handlingvehicle grid opening defined by a pair of neighboring rails of the firstset of rails and a pair of neighboring rails of the second set of rails;and a plurality of stacks of storage containers arranged in storagecolumns located beneath the container handling vehicle rail system,wherein each storage column is located vertically below a containerhandling vehicle grid opening.

The system may further comprise a delivery column configured to receivea storage container from a container handling vehicle.

The method may comprise the step of:

-   -   lowering the storage container through the at least one delivery        column to a delivery port,    -   positioning a delivery vehicle below the delivery port for        receiving a storage container onto a container carrier, and    -   delivering the storage container to the second location by        operating the rolling devices of the remotely operated delivery        vehicle on a delivery rail system.

The method may further comprise the step of tilting the containercarrier at the second location, preferably within a tilting angle rangebetween 2° and 60° relative to the horizontal plane (P,P1) or any of thetiling angle ranges mentioned above.

The second location may comprise a picking station and the tilting ofthe storage container may be for assisting with a picking operation.

The method may further comprise the step of operating the remotelyoperated vehicle to return to the delivery port by operating the rollingdevices of the remotely operated delivery vehicle on the delivery railsystem and lifting the storage container through the delivery column forstorage of the storage container in the automated storage and retrievalgrid.

In a fourth aspect, the present invention concerns an automated storageand retrieval system comprising an automated storage and retrieval gridand a remotely operated carrier vehicle.

The automated storage and retrieval grid comprises a rail system forguiding the remotely operated container carrying vehicle operating onthe rail system.

The rail system may comprise a first set of parallel rails arranged in ahorizontal plane (P) and extending in a first direction (X) and a secondset of parallel rails arranged in the horizontal plane (P) and extendingin a second direction (Y) which is orthogonal to the first direction(X).

The first and second sets of rails form a grid pattern in the horizontalplane (P) comprising a plurality of adjacent grid cells, each grid cellcomprising a grid opening defined by a pair of neighboring rails of thefirst set of rails and a pair of neighboring rails of the second set ofrails. Each rail may comprise a pair of tracks, where each track isconfigured to guide a wheel in the first or second direction (X, Y).

The container carrying vehicle may include rolling means comprising afirst set of wheels arranged symmetrically around a vertical mid planeof the vehicle oriented in the first direction (X) for moving thecontainer carrying vehicle along the first direction (X) on the railsystem and a second set of wheels arranged symmetrically around avertical mid plane of the container carrying vehicle oriented in thesecond direction (X) for moving the container carrying vehicle along thesecond direction (Y) on the rail system. At least one of the first andsecond set of wheels are vertically displaceable relative to the railsystem by means of a displacement motor.

The container carrying vehicle further comprises a container carrieradapted to support a storage container from below. The container carriermay be tiltable.

The automated storage and retrieval system according to the fourthaspect may comprise any of the features mentioned in relation to thefirst, second and/or third aspect.

In particular, the rail system of the fourth aspect may comprise any ofthe features describing the automated storage and retrieval gridmentioned in relation to the second and/or third aspect.

Further, the container carrying vehicle of the fourth aspect maycomprise any of the features describing the remotely operated deliveryvehicle mentioned in relation to the first, second and/or third aspect.

For the fourth aspect of the present invention, one or more of thecontainer carrying vehicles may cooperate with one or more containerhandling vehicles delivering and retrieving storage containers withinunderlying stacks. For example, the container carrying vehicles may haveas a purpose to act as additional storage locations for storagecontainers such as storage containers required to be stored on the gridfor short periods of time. At other times the container carrying vehiclemay be delivering or retrieving storage containers between twolocations.

BRIEF DESCRIPTION OF THE DRAWINGS

The following drawings depict exemplary embodiments of the presentinvention and are appended to facilitate the understanding of theinvention.

FIG. 1A-D are perspectives view of a prior art automated storage andretrieval system, where FIG. 1A and FIG. 1C shows the complete systemand FIG. 1B and FIG. 1D shows examples of system operable prior artcontainer handling vehicles.

FIG. 2A-C is a top view of a container handling vehicle rail system,where FIG. 2A shows a single track system, FIG. 2B shows a double tracksystem 2B and FIG. 2 C shows a double track system indicated width andlength of a container handling vehicle grid cell.

FIG. 3A-C is a side view of a remotely operated delivery vehicleaccording to an embodiment of the invention.

FIG. 4A-B is a perspective view of the remotely operated deliveryvehicle of FIG. 3A-C.

FIG. 5A-B is a perspective view of the remotely operated deliveryvehicle of FIG. 3A-C, from the underside and from the above.

FIG. 6A is a cross sectional view of the remotely operated deliveryvehicle of FIG. 3 A-C.

FIG. 6 B is a perspective view of the remotely operated delivery vehicleof FIG. 3A-C disclosing the operation of the wheels.

FIG. 7A-C is a perspective view of another embodiment of the remotelyoperated delivery vehicle having a container carrier with a compartmentfor holding the storage container.

FIG. 8A-B is a perspective view of another embodiment of the remotelyoperated delivery vehicle having a container carrier provided withconveyors.

FIG. 9A-B is a perspective view of an exemplary embodiment of anautomated storage and retrieval grid and a delivery system according tothe present invention.

FIG. 10A-B is a perspective view of another embodiment of an automatedstorage and retrieval grid and a delivery system according to thepresent invention.

FIG. 11A is a perspective view of another embodiment of an automatedstorage and retrieval grid with delivery columns and delivery port.

FIG. 11B is a side view of another automated embodiment storage andretrieval grid and a delivery system according to the present invention.

FIG. 12 is a top view of a double track delivery rail system of theautomated storage and retrieval system according to FIG. 9-12 .

DETAILED DESCRIPTION OF THE INVENTION

In the following, embodiments of the invention will be discussed in moredetail with reference to the appended drawings. It should be understood,however, that the drawings are not intended to limit the invention tothe subject-matter depicted in the drawings. Furthermore, even if someof the features are described in relation to the system only, it isapparent that they are valid for the delivery vehicles and relatedmethods as well, and vice versa. Hence, any features described inrelation to the delivery vehicle only, and/or related methods, are alsovalid for the system.

With reference to FIGS. 1A-D the storage grid 104 of each storagestructure 1 constitutes a framework 100 of in total 143 grid columns112, where the width and length of the framework corresponds to thewidth and length of 13 and 11 grid columns 112, respectively. The toplayer of the framework 100 is a rail system 108 onto which a pluralityof container handling vehicles 200,300 are operated.

The framework 100 of the storage system 1 is constructed in accordancewith the above mentioned prior art framework 100 described above, i.e. aplurality of upright members 102 and a plurality of horizontal members103 which are supported by the upright members 102, and further that thehorizontal members 103 includes a container handling vehicle rail system108 of parallel rails 110,111 in the X direction and the Y direction,respectively, arranged across the top of storage columns 105. Thehorizontal area of a single grid cell 122, i.e. along the X and Ydirections, may be defined by the distance between adjacent rails 110and 111, respectively (see also FIG. 2 ). In FIGS. 1A and 1C, such agrid cell 122 is marked on the rail system 108 by thick lines.

The container handling vehicle rail system 108 allows the containerhandling vehicles 200,300 to move horizontally between different gridlocations, where each grid location is associated with a grid cell 122.

In FIGS. 1A and 1C the storage grid 104 is shown with a height of eightcells. It is understood, however, that the storage grid 104 can inprinciple be of any size. In particular it is understood that storagegrid 104 can be considerably wider and/or longer than disclosed in FIGS.1A and 1C. For example, the grid 104 may have a horizontal extent ofmore than 700×700 grid cells 122. Also, the grid 104 can be considerablydeeper than disclosed in FIGS. 1A and 1C. For example, the storage grid104 may be more than twelve grid cells deep.

The storage container vehicles 200,300 may be of any type known in theart, e.g. any one of the automated container handling vehicles disclosedin WO2014/090684 A1, in NO317366 or in WO2015/193278A1.

The rail system 108 may be a single track system, as is shown in FIG.2A. Alternatively, the rail system 108 may be a double track system, asis shown in FIG. 2B. Details of the single and double track system aredisclosed this specification under the section of background and priorart.

FIG. 3A-C shows an embodiment of a remotely operated delivery vehicle 30according to the present invention, hereinafter referred to as adelivery vehicle 30.

The delivery vehicle 30 is configured for transport of one or morestorage container 106 (not shown) between an automated storage andretrieval grid 104 (not shown) configured to store a plurality of stacks107 of storage containers 106, hereinafter referred to as a storage grid104, and a second location for handling of the storage container (106)by at least one of a robotic operator and human operator (not shown).The delivery vehicle 30 may be configured for transport of only onestorage container 106, or may be configured for transport of more thanon storage containers simultaneously.

Said delivery vehicle 30 comprises; a vehicle body 31, rolling devices32 connected to the vehicle body 31, rolling device motors for drivingthe rolling devices 32 in a horizontal plane (P1), and a power source 43connected to the rolling device motors. The power source 43 shouldprovide sufficient power to the rolling device motors to propel therolling devices 32 over a set route from the storage grid 104, forexample to the second location.

The delivery vehicle 30 may further comprise a container carrier 35mounted above the vehicle body 31. The container carrier 35 should beconfigured to receive the storage container 106 onto or within thecontainer carrier 35 such that the storage container 106 is hindered tomove relative to the container carrier in the horizontal direction.

The container carrier 35 may comprise a container supporting devicesupporting the storage container 106 from below. The form of thecontainer supporting device may be any that ensure stable support, forexample in the shape of a cup, a cradle, a seat, a frame, a holder or aplatform.

In FIG. 3A-C the container carrier 35 is disclosed in the form of astorage container receiving compartment having a bottom/base and sidewalls. The volume of the compartment is in this exemplary configurationsuch that it may receive and contain the entire horizontal extent of thestorage container and at least a part of the vertical extent of thestorage container. FIGS. 3-6 shows examples of container carriers 35containing an entire storage container 106 and FIG. 7A-C shows analternative container carrier 35 containing a part of the storagecontainer 106.

The particular configuration of the container carrier 35 disclosed inFIGS. 3-6 allows the delivery vehicle 30 to transport of a storagecontainer 106 having different heights.

Note that the size of the compartment within the container carrier 35may easily be adapted for receiving and supporting a multiple number ofstorage containers 106 in one operation.

FIGS. 3 B and C shows a particular configuration of the delivery vehicle30, where the container carrier 35 may be set in a tilted positionrelative to the vehicle body 31 and the horizontal plane (P1). Thecontainer carrier 35 may be tilted by means of a dedicated displacementdevice 41. The tilting may be around a pivot axis directed in theprincipal moving direction of the delivery vehicle 30. If the deliveryvehicle 30 is moving on perpendicular rails (see below), these principaldirections would be in either the X direction or the Y direction.

The tilting of the displacement device 41 may for example be obtained bya lifting arm 45 coupled to the vehicle body 31 and the containercarrier 35. Further, the lifting arm 45 may be driven by a dedicatedtilt motor (not shown) or the rolling device motor or both.

FIG. 4A-B shows additional perspective views of the delivery vehicle 30.The rolling device 32 comprises in this exemplary configuration:

-   -   a first set of wheels 32 a arranged at opposite portions of a        vertical centre plane through the vehicle body 31 for moving        delivery vehicle 30 along a first direction, for example along        an X-direction on a delivery rail system; and    -   a second set of wheels 32 b arranged at opposite portions of a        vertical centre plane through the vehicle body 31 for moving the        delivery vehicle 30 along a second direction, for example along        a Y-direction on the delivery rail system perpendicular to the        first direction X.

An example of a delivery rail system will be further described in FIG.9-12 .

FIGS. 5A and B shows the delivery vehicle 30 from below and from above,respectively. As clearly seen in FIG. 5A the vehicle body 31 of thedelivery vehicle comprises an internal component receiving recess orcompartment for containing components such as one or more dedicated tiltmotors 41, one or more rail shift motors 42, one or more power storagesources such as a battery 43 and one or more control cards such as CPUand/or Power PCB 44. The above-mentioned components are thus locatedwithin the vehicle body 31, below the container carrier 35.

As best disclosed in FIG. 5 B the storage container receivingcompartment of the container carrier 35 has in this particularconfiguration a rectangular bottom plate or base plate with verticalside walls. The vertical side walls can be of any height as long as theyensure that the storage container 106 is restricted to move along thebase plate of the container carrier.

For example, the size of the compartment 35 may correspond to the sizeof a storage container 106, thereby fully containing the storagecontainer 106.

The delivery vehicle may have a footprint, i.e. an extent in the X and Ydirections, which is generally equal to the horizontal extent of a gridcell of the delivery rail system i.e. the extent of a grid cell in the Xand Y directions. Accordingly, the size of the base plate of thecompartment 35, in the X and Y direction, may be within these givenperimeters.

In case of a container carrier 35 being configured to support a multiplenumber of storage containers 106, the size of the vertical walls may inone example be the height of each storage container 106 and the size ofthe base plate may be the sum of the cross-sectional area of all storagecontainers 106 measured relative to their outer lateral extremities.

FIG. 5 B further shows that the container carrier 35 may comprise adedicated holding device 46,47,49 for the one or more storage containers106 to allow storage containers 106 of different vertical heights to bestored in the same delivery vehicle 30. In the exemplary configurationshown in FIG. 5 B the holding device comprises a support element 46having a top surface 49 and connected to an actuator lever 47. Thesupport element 46 is connected to the inner walls of the containercarrier 35, for example at the upper half of the container carrier 35.

The holding device may be arranged in the following exemplary way.

The storage container holding device comprises a support element 46having a top surface 49 at one end and connected to an actuator lever 47at the opposite end. The support element is pivotably connected to aninner top part of a side wall of the compartment 35. The actuator lever47 is arranged with an inclined angle such that it protrudes into thecompartment 35, and such that during introduction of the storagecontainer 106 into the compartment 35, a bottom edge of the storagecontainer 106 will push the actuator levers 47 from the protrudingposition in which it is in contact with the bottom edge of the storagecontainer, to a substantial vertical position.

Since the actuator lever 47 is pivotably connected to the supportelement 46, the movement of the actuator lever 47 provides acorresponding movement of the top surface 49 provided at the oppositeend of the support element 46. Accordingly, during introduction of thestorage container 106 into the compartment 35, the top surface 49 willmove from a first position in which it is not in contact with a top edgeof the storage container, to a second position in which it is in contactwith the top edge of the storage container, when the storage container106 is fully accommodated in the compartment 35. Wherein in the secondposition, the top edge (not shown) of the storage container is supportedby the top surface 49.

The actuator lever 47 may be pre-tensioned by a spring (not shown), suchthat the actuator levers 47 return to their non-actuated position(protruding position) when the storage container 106 is lifted off, orout of, the compartment 35.

By supporting the storage container 106 via the external top edge (notshown) of the storage container 106, the storage container 106 is alwaysheld at a predetermined level relative the base plate of the compartment35.

The support element 46, the top surface 49 and the actuator lever 47 canbe made in one piece.

FIG. 6A shows a perspective side view of the delivery vehicle 30 wherethe container carrier 35 is tilted around a rotational axis directed inone of the principal moving direction of the storage container 106, i.e.the first or the second direction as described above.

The tilting of the displacement device 41 may for example be obtained bya lifting arm 45.

The container carrier 35 can be tilted towards one of the longitudinalsides such that the storage container 106 can be easily accessed by ahuman operator responsible for picking items from within the containercarrier 35.

The displacement device 41 is in FIG. 6A shown with an L-shaped liftingarm 45 connected at one side to the vehicle body 31 and the oppositeside connected to a structure fixed to the container carrier 35. Thelatter end of the arm 45 may also be connected directly to the containercarrier 35.

The tilt motor 41 is seen arranged fully inside the vehicle body 31 andis connected to the lifting arm 45, directly or indirectly, for movingthe lifting arm 45 between a lower position in which the containercarrier 35 is not tilted relative to the horizontal plane (P) and anupper position in which the container carrier 35 is tilted relative tothe horizontal plane (P). Note that the horizontal plane (P) may bedefined as the plane set up by the particular configurations of thewheels 32 a,32 b of the rolling device 32.

FIG. 6 B shows the delivery vehicle 30 as described above with thevehicle body 31 and the rolling device 32 of eight wheels 32 a,32 b. Asfor the delivery vehicle shown in FIGS. 3-5 , the first set of fourwheels 32 a enable lateral or horizontal movement of the deliveryvehicle 30 in a first direction and the second set of the remaining fourwheels 32 b enable the lateral or horizontal movement in the seconddirection which may be perpendicular to the first direction.

If used on a delivery rail system 50 (see below) one or both sets ofwheels 32 a,32 b of the rolling device 32 should be lifted and loweredso that the first set of wheels 32 a and/or the second set of wheels 32b can be engaged with the respective set of rails provided on thedelivery rail system 50 any one time.

FIG. 7A-C shows another exemplary configuration of a remotely operateddelivery vehicle 30 according to the invention. Similar to the containercarrier 35 described above, the container carrier 35 of thisconfiguration is a container supporting device for supporting thestorage container 106 from below.

The container supporting device hence comprises a base plate providedwith side walls along the outer circumference or periphery of the baseplate, thereby defining a compartment. The horizontal extent of thecompartment is adapted to be large enough to receive one or more storagecontainers 106 and small enough to substantially hinder movements of theone or more storage containers 106 when inserted. However, in contrastto the exemplary configuration of the delivery vehicle shown in FIGS.3-6 , the one or more side wall of the container supporting device has avertical height less than the vertical height of each storage container106. In fact, in order to achieve the purpose of the side walls of thecontainer carrier 35 (to substantially prevent horizontal movement wheninserted) it is sufficient with only a small vertical protrusion upwardsfrom the base plate, for example less than 5% of the height of the sidewalls of the storage container 106.

FIG. 8A-B shows yet another exemplary configuration of the remotelyoperated delivery vehicle 30. In this configuration the containercarrier 35 comprises a base plate, a conveyor 36 arranged on the baseplate and two parallel side walls protruding upwards from the baseplate. The rolling device 32 and the vehicle body 31 are equal orsimilar to the rolling device 32 and the vehicle body 31 described abovein connection with FIGS. 3-7 .

The conveyor may be set up by inter alia a plurality of paralleloriented rolls 36 having a common longitudinal direction perpendicularto the two side walls. In this way the rolls 36 allow one or morestorage containers 106 to be shifted into or off the container carrier35 while being guided by the side walls. The conveyor may be connectedto a conveyor motor allowing rotation of one or more of the rolls.

Alternatively, the side walls are omitted, allowing the storagecontainers 106 to have a horizontal offset relative to a vertical centerplane oriented perpendicular to the rolls longitudinal direction. Hence,the storage containers 106 may be arranged such that it extends beyondthe end of the rolls in the rolls longitudinal direction.

In yet another alternative configuration, the conveyor may comprise aplurality of rolling balls within or on the base plate of the containercarrier 35 allowing the one or more storage containers 106 to roll ontop of the balls. With this configuration, and with no side wallspresent, the storage container 106 may be moved in any direction abovethe base plate.

Perspective views of an automated storage and retrieval system are shownin FIGS. 9 A and B. The inventive system comprises storage grid 104 anda delivery system 140 including the above described delivery vehicle 30.

The storage grid 104 is equal or similar to the prior art storage grid104 as described above, i.e. a storage grid 104 comprising a rail system108; a plurality of stacks 107 of storage containers 106, a plurality ofcontainer handling vehicles 300 for lifting and moving storagecontainers 106 stacked in the stacks 107 and a delivery column 119,120configured to receive a storage container 106 from a container handlingvehicle 300.

The rail system 108 comprises a first set of parallel trails 110arranged in a horizontal plane (P) and extending in a first direction(X) and a second set of parallel rails 111 arranged in the horizontalplane (P) and extending in a second direction (Y) which is orthogonal tothe first direction (X). The first and second sets of rails 110, 111form a grid pattern in the horizontal plane (P) comprising a pluralityof adjacent grid cells 122. Each grid cell 122 displays a grid openingdefined by a pair of neighboring rails of the first set of rails 110 anda pair of neighboring rails of the second set of rails 111.

The plurality of stacks 107 are arranged in storage columns 105 locatedbeneath the rail system 108, wherein each storage column 105 is locatedvertically below a grid cell 122.

Each container handling vehicle 200,300 is configured to move on therail system 108 above the storage columns 105.

Further, the delivery system 140 comprises one or more of the deliveryvehicles 30 as described above, i.e. delivery vehicles 30 configured toreceive and support one or more storage containers 106 for transportbetween one or more delivery columns 119,120 and one or morepredetermined positions outside the storage grid 104. The predeterminedpositions may for example be a second location or a conveyor line or atransport vehicle such as a truck.

The delivery system 140 may further comprise a delivery rail system 50situated below a delivery port 150 of the one or more delivery columns119,120.

As shown in FIG. 9A-B, the delivery rail system 50 may be constructed inthe same way or a similar way as the rail system 108 for the containerhandling vehicles 200,300.

Hence, the delivery rail system 50 may comprise a first set of parallelrails 51 arranged in a horizontal plane (P1) and extending in a firstdirection (X), and a second set of parallel rails 52 arranged in thehorizontal plane (P1) and extending in a second direction (Y) which isorthogonal to the first direction (X).

The delivery may also be a double rail system, as is shown in FIG. 2B,thus allowing a delivery vehicle 30 having a footprint generallycorresponding to the lateral area defined by a delivery grid column totravel along a row of grid columns even if another delivery vehicle 30is positioned above a grid column neighboring that row.

Both the single and double rail system, or a combination comprising asingle and double rail arrangement in a single rail system, forms a gridpattern in the horizontal plane P1 comprising a plurality of rectangularand uniform grid locations or grid cells, where each grid cell comprisesa grid opening being delimited by a pair of rails of the first rails anda pair of rails of the second set of rails.

The pair of rails in the X-direction defines parallel rows of deliverygrid cells running in the X direction, and the pairs of rails in the Ydirection defines parallel rows of delivery grid cells running in the Ydirection.

Accordingly, each delivery grid cell has a width W_(c) which istypically within the interval of 30 to 150 cm, and a length L_(c) whichis typically within the interval of 50 to 200 cm. Each grid opening 115has a width W_(o) and a length L_(o) which is typically 2 to 10 cm lessthan the width W_(c) and the length L_(c) of the delivery grid cell.

The delivery rail system 50 can be fully or partly integrated into thestorage grid 104. However, it is considered advantageous for ensuring aneffective operation that the delivery rail system 50 has a horizontalextent that covers a delivery port 150 below at least one of thedelivery columns 119,120.

FIGS. 9A and B shows a delivery rail system 50 extending from a locationinside the storage grid 104 to a location outside the storage grid 104.One or more second locations, i.e. a structure for picking and placingitems in the storage containers 106, may be arranged somewhere at theperiphery of the part of the delivery rail system 50 located outside thestorage grid 104. Alternatively, or in addition, a conveyor may bearranged at or near the same periphery of the delivery rail system 50.

FIG. 10A-B shows the inventive automated storage and retrieval system ina larger scale, where a plurality of delivery columns 119,120 with theirrespective delivery ports are arranged at different locations within thestorage grid 104.

The delivery rail system 50 may be arranged such that it connects theplurality of delivery columns 119,120 provided at the differentlocations within the storage grid 104.

In the particular system shown in FIG. 10 the delivery rail system 50may be divided into three interconnected zones, where a first zone islocated within a first part of the storage grid 104, a second zone islocated within a second part of the storage grid 104, and anintermediate zone is located outside the storage grid 104 and allows thedelivery vehicles 30 to move from the first zone to the second zone. Thefirst and second zones are divided by a plurality of storage columns105.

FIG. 11A shows a plurality of delivery columns 119,120 of a storage grid104. Each delivery column 119,120 is arranged with a delivery port 150located at the lowermost level/end of the delivery column 119,120.

A side view of the automated storage and retrieval system 1 is shown inFIG. 11 B. The system 1 comprises an automated storage and retrievalgrid 104 and a delivery system 140. The delivery system 140 comprises adelivery vehicle 30 adapted to move on a delivery rail system 50 locatedbelow a delivery port 150 of a delivery column 119,120 of a storage grid104 (FIG. 11A). A container handling vehicle 200,300 operates on a railsystem 108 for pick-up and drop-off of storage containers through thedelivery column 119,120. The delivery vehicle 30 is operated such thatit can receive or deliver a storage container 106 to the delivery port150. The container storage columns 105 are shown in the FIGS. 9-11contain no storage containers 106. In operation, the storage columns 105are filled, or almost filled, with storage containers 106 stacked one ontop of another.

The delivery system may benefit from many of the considerations providedfor the rail system 108 and the container handling vehicles 200,300 ofthe storage grid 104. As shown in FIGS. 10 and 11 the upright members102 of the storage grid 104 are finished short and suspended on amezzanine level 151 which itself has upright posts 152 that may bestepped out from the delivery columns 119,120, typically to a horizontalposition located adjacent to the position of the vertical side walls ofthe rails 110,111 framing the corresponding grid cell 122. Consequently,the adoption of the delivery system 140 may result in a slight loss ofstorage space in the storage grid 104. However, the benefit is increaseddelivery efficacy of storage containers 106 in the automated storage andretrieval system 1 since the congestion of the storage containers 106 atthe delivery columns 119,120 is avoided or at least reduced. The numberof delivery columns 119,120 and the size of the mezzanine level 151 (itsextent) in the X and Y direction may be customized according to the sizeof the storage system and the desired efficiency of the system.

FIG. 12 shows the delivery rail system 50 as a double track rail system,i.e. identical to the double track rail system of the container handlingrail system 108 disclosed in FIG. 2C. As for the container handling railsystem 108, each delivery vehicle grid cell 53 has a width W_(c) whichis typically within the interval of 30 to 150 cm, and a length L_(c)which is typically within the interval of 50 to 200 cm. Each deliveryvehicle grid opening 54 has a width W_(o) and a length L_(o) which istypically 2 to 10 cm less than the width W_(c) and the length L_(c) ofthe grid cell 53.

In the X and Y directions, neighboring delivery vehicle grid cells 53are arranged in contact with each other such that there is no spacethere-between.

In the preceding description, various aspects of the delivery vehicleand the automated storage and retrieval system according to theinvention have been described with reference to the illustrativeembodiment. For purposes of explanation, specific numbers, systems andconfigurations were set forth in order to provide a thoroughunderstanding of the system and its workings. However, this descriptionis not intended to be construed in a limiting sense. Variousmodifications and variations of the illustrative embodiment, as well asother embodiments of the system, which are apparent to persons skilledin the art to which the disclosed subject matter pertains, are deemed tolie within the scope of the present invention.

REFERENCE NUMERALS

-   -   30 Delivery vehicle    -   31 Vehicle body    -   32 Rolling device    -   32 a First set of wheels    -   32 b Second set of wheels    -   35 Container carrier    -   36 Rolls    -   37,37′ Delivery vehicle footprint    -   41 Displacement device    -   42 Tilt motor    -   43 Power source    -   44 Controller    -   45 Lifting arm    -   46 Support element    -   47 Actuator lever    -   50 Delivery rail system    -   51 First set of parallel rails    -   51 a First neighboring rail of first set    -   51 b Second neighboring rail of first set    -   52 Second set of parallel rails    -   52 a First neighboring rail of second set    -   52 b Second neighboring rail of second set    -   53 Delivery vehicle grid cell    -   54 Delivery vehicle grid opening    -   P1 Horizontal plane of delivery rail system    -   100 Framework structure    -   102 Upright members of framework structure    -   103 Horizontal members of framework structure    -   104 Storage grid/three-dimensional grid    -   105 Storage column    -   106 Storage container    -   107 Stack    -   108 Rail system/Container handling vehicle rail system    -   110 First set of parallel rails in first direction (X)    -   110 a First neighboring rail of first set    -   110 b Second neighboring rail of first set    -   111 Second set of parallel rails in second direction (Y)    -   111 a First neighboring rail of second set    -   111 b Second neighboring rail of second set    -   115 Grid opening/Container handling vehicle grid opening    -   119 Delivery column    -   120 Delivery column    -   122 Grid cell/Container handling vehicle grid cell    -   140 Delivery system    -   150 Delivery port    -   151 Mezzanine level    -   152 Upright post    -   200 First container handling vehicle    -   201 Wheel arrangement    -   202,202′ Container handling vehicle footprint    -   300 Second container handling vehicle    -   301 Wheel arrangement    -   X First direction    -   Y Second direction    -   P Horizontal plane of rail system    -   Wo Width of container handling vehicle grid opening    -   Wc Width of container handling vehicle grid cell    -   Lo Length of container handling vehicle grid opening    -   Lc Length of container handling vehicle grid cell    -   Wod Width of delivery vehicle grid opening    -   Wcd Width of delivery vehicle grid cell    -   Lod Length of delivery vehicle grid opening    -   Lcd Length of delivery vehicle grid cell

What is claimed is:
 1. A remotely operated delivery vehicle fortransport of a storage container between a location directly below anautomated storage and retrieval grid configured to store a plurality ofstacks of storage containers, and a second location for handling of thestorage container by at least one of a robotic operator and a humanoperator, the remotely operated delivery vehicle comprising; rollingdevices configured to move the remotely operated delivery vehicle in ahorizontal plane along tracks of a delivery rail system, the deliveryrail system comprising: a first set of parallel rails arranged in afirst direction; and a second set of parallel rails arranged in a seconddirection orthogonal to the first direction, wherein the first set ofparallel rails and the second set of parallel rails form a grid patternin the horizontal plane comprising a plurality of adjacent deliveryvehicle grid cells, rolling device motors for driving the rollingdevices; a power source configured to provide propulsion power to therolling device motors; and a container carrier configured to receive thestorage container from above and onto or at least partly into thecontainer carrier so that contents of the storage container areaccessible by the at least one of the robotic operator and the humanoperator, wherein the remotely operated delivery vehicle has a deliveryvehicle footprint with a horizontal extent which is equal to or lessthan a horizontal extent of the delivery vehicle grid cell such that theremotely operated delivery vehicle can pass another vehicle on theplurality of adjacent delivery vehicle grid cells, and wherein thecontainer carrier is a container supporting device for supporting thestorage container from below.
 2. The remotely operated delivery vehicleaccording to claim 1, wherein the rolling devices are connected to avehicle body arranged below the container carrier.
 3. The remotelyoperated delivery vehicle according to claim 1, wherein the containercarrier comprises a compartment for containing at least part of thestorage container.
 4. The remotely operated delivery vehicle accordingto claim 1, further comprising a displacement device for moving thecontainer carrier relative to a vehicle body of the remotely operateddelivery vehicle.
 5. The remotely operated delivery vehicle according toclaim 1, further comprising a displacement device configured to tilt thecontainer carrier about a pivot axis oriented parallel to at least onethe first direction and the second direction.
 6. The remotely operateddelivery vehicle according to claim 5, wherein the displacement deviceis configured to tilt the container carrier about the pivot axis withina tilting angle range from 2° to 60° relative to the horizontal plane.7. The remotely operated delivery vehicle according to claim 5, whereinthe displacement device comprises a lifting arm connected to thecontainer carrier, and the lifting arm is operated by a tilt motor. 8.The remotely operated delivery vehicle according to claim 1, whereineach rolling device motor for driving a corresponding rolling device isarranged at least partly within the corresponding rolling device.
 9. Theremotely operated delivery vehicle according to claim 1, wherein therolling devices comprise wheels.
 10. The remotely operated deliveryvehicle according to claim 1, wherein the wheels comprise: a first setof wheels, arranged at first opposite portions of the remotely operateddelivery vehicle for moving the remotely operated delivery vehicle alongthe first direction on the delivery rail system; and a second set ofwheels, arranged at second opposite portions of the remotely operateddelivery vehicle for moving the remotely operated delivery vehicle alongthe second direction on the delivery rail system, the second directionbeing perpendicular to the first direction.